US1325304A

US1325304A - Railway signaling

Info

Publication number: US1325304A
Authority: US
Publication date: 1919-12-16
Anticipated expiration: 1936-12-16

Description

R. P. McNAUGHT.

RAILWAY SIGNALING.

APPLICATION EIILED JUNE 1. I917.

1,325,304. Patented Dec. 16,1919.

4 SHEETSSHEET II WITNESSES:

IN VENTOR *floberRMcA/hugki,

MM M v I mum I R. P. McNAUGHT.

RAILWAY SIGNALING.

APPUCATION FILED JUNE-7, I917.

Patented Dec. 16, 1919.

4 SHEETSSHEET 2.

WITNESSES:

R. P. McNAUGHT. RAILWAY SIGNALING. I APPLICATION FILED JUNE]. 1917.

$1,325,304. Patented 11%. 16,1919.

INVFNTOR 4 SHEETSSHE ET 3- BobrzfBMMwyA,

. 1 -P. :H-- lg F .1. v\

..................... 1.w...:1.:..:.:..::..S W 1 11 11 1 1 1 1 l W MMNA M II m WITNESSES:

n. P. McNAUGHT. RAILWAY SIGNALING.

Patented Dec. 16,1919.

4 RWJ W M A H 4 .v,/// 11E H r u M :k/ AH i m m t Mu mm 7. MN m j 9 M: m s o W N 1 1 w a D II 1 I] [fill I m M l I w m N a. W M

m m N m w NT FFIEE.

ROBERT P. McNAUGI-IT, OF SAN FRANCISCO, CALIFORNIA;

RAILWAY SIGNALING.

Application filed June 7, 1917.

To all whom it may concern:

Be it known that I, ROBERT P. MGNAUGHT,

a citizen of the United States, residing at' the city and county of San Francisco and State of California, have invented new and useful Improvements in Railway Signaling, of which the following is a specification.

This invention relates to automatic rail circuit block signaling, wherein the movement of a switch from the main line holds at or moves to danger the signal or signals governing the block in which the switch is located.

In prior signals of this type the block of track in which the switch is located forms a normally closed circuit when the switch is open to the main line, whereby to operate the relay magnet and cause the signal to show clear. When the switch is thrown to open position with the siding the relay circuit is short circuited, thus demagnetizing the relay and causing the signal to indicate danger. The short circuiting is done by losing contacts on the switch operating lever, whlch contacts are connected directly to the main line rails. Such prior devices depend solely upon the position of the switch lever for controlling the condition of the signal and fail to make provision for operating the signal when a break occurs in any part of the switch operating mechanism or when for any reason the switch point and stock rail get out of alinement with each other. Obviously it is dangerous to operate a train over a switch when the switch operating mechanism is broken in any part, or when the switch point and stock rail becomes separated any appreciable distance. In the present invention I provide means whereby such contingencies will result in the operation of the switch signal to show danger.

In the form of my invention herein shown and described, the normal operating circuit for the relay is through the switch stand, operating lever and other parts connected with the switch point so that when the lever is moved to open the siding to the main line or any part of the switch operating mechanism is broken the circuit fails, thereby demagnetizing the relay and causing the signal to show danger. Also I provide means whereby any appreciable parting of the switch point and the stock rail regardless of Specification of Letters Patent.

Patented Dec. 16, leis).

Serial No. 173,264.

the condition of the switch operating mechanism will result in shorting the relay magnet so that it will become demagnetized and permit the signal to show danger.

One form which my invention may assume is exemplified in the following description and illustrated in the accompanymg drawings, in which Figure 1 shows a diagram of a switch signal embodying my invention.

' Fig. 2 shows a plan view of a portion of tfihe switch and operating mechanism thereor Fig. 3 shows a sectional view taken on the line 33 of Fig. 2.

Fig. 4 shows a detail sectional view taken on the line H of Fig. 2.

Fig. 5 shows a sectional view of the mechanism for shorting the relay when the switch point moves away from the stock rail and vice versa.

Fig. 6 shows a plan View of the electric switch embodied in the device of Fig. 5.

Fig. 7 shows a sectional View taken on the line 77 of Fig. 6.

Fig. 8 shows a detail sectional view of the switch operating lever and connected parts.

Fig. 9 shows a plan view in section of the same.

Referring more in detail to the drawings, I

Fig. 1 shows a section of a track in diagram including a. switch connecting a siding with the main line. The main line rails beyond the switch are connected across with wires 7 leading to a relay magnet 8 which controls the signal. Ahead of the switch the opposite rails are connected with current carrying wires 9. The main line is provided with an insulated joint 10 ahead of the switch point 11 and an electrical connection 12 is made from the main line rail farthest from the switch point to the switch stand 18. A contact 14 is located on the switch stand so as to be engaged by the switch lever 15 when the latter is in the position where the switch point is open to the main line. The circuit continues through a crank shaft 16 to the connecting rod 17 and out to the switch point 11. The movable rail 19 carrying the switch point 11 ,is connected across a frog 20 by wires 21 to the adjacent main line rail 22. This completes the operating circuit for the relay which, when closed, maintains the signals clear. Any movement of the switch operating lever or any breakage in the operating parts of the switch will result in breaking of the circuit and demagnetizing of the relay thus causing the signals to show danger.

As a further safe-guard I provide means responsive to any appreciable displacement of the switch point relative to the stock rail to short the relay circuit and permit the signals to show danger. This comprises a bracket 23, as shown in Fig. 5, on the stock rail 24 passing down below where it connects with a housing 25 extending to a boX 26 located adjacent the switch stand. The switch point 11 has a bracket 27 passing below the stock rail and connected to a rod 28 running into the box 26. The rod 28 has a rectangular end portion 29 passing slida'bly through a block 30. Carried on the top of the block 30 is a contact plate 31 connected by a wire 32 with the contact let on the switch stand. Adjacent the contact plate 31 and insulated therefrom is a spring metal contact plate 33 connected by a wire 34 with the outside rail 35 of the main line track. Carried on the outer end of the spring metal plate 33 is a roller 36 riding on the edge of the portion 29 of the rod 28 entering av depression 37 thereon when the switch point is in alinement with the stock rail. lVhen the switch point is displaced relative to the stock rail or vice versa the rod 28 and box 26 change their relative positions and the roller 36 rides out of its depression, thereby raising the contact plate 33 into engagement wi h the contact plate 31 and closing a short circuit to the current source. The relay magnetthereupon becomes dcma-gnetized allowing the signal to show de nger.

Generally these circuits are arranged to include the siding within fouling distance of the switch and I show the siding rails 38 with insulated joints 39 located at a suitable distance from the switch. An electrical connection 40 is made between the outer siding rail and the outer main line rail and the inner siding rails adjacent the frog 20 are electrically connected with each other and with the main line rails. The stock rail 2e and the outer switch rail 4:1 are insulated from the siding rails 38 by joints 42, said insulated sections being electrically connected with the main line rails by wires 4L3. lVhen a car comes within the section of the track inside the joints 39 a short circuit is established leading from the outer main line rail 35 through the wire 40 to the outer siding rail and thence to the inner siding rails through the car trucks returning through the switch point 11 and switch operating mechanism to the source.

Once the switch is held locked in open position it is exceedingly dangerous to operate a train thereover, inasmuch as the switch point then becomes subject to displacement by the shocks received from the passing train. Frequently an operator will leave the switch unlocked either unwittingly or as a result of haste, and in the present invention I have provided means whereby the locking of the switch is necessary in order that the signals in the block system shall show clear.

As shown in Figs. 8 and 9, the arm 15 is provided with a sliding contact 45 for engagement with the contact let, said sliding contact being pressed by a spring 46 in a direction away from the contact 14. This contact 45 is positioned in the line of the locking mechanism, the hasp of the padlock 'rT passing through an opening in said sliding contact when the latter is pressed into engagement with the contact 1 1. Therefore in order that the operating circuit shall be closed, it is necessary to have the padlock in place, otherwise the spring 2L6 will press the sliding contact out of engagement with its cooperating member and interrupt the circuit.

From the foregoing description it will be seen that T have provided signaling devices operative upon the breaking of the switch operating connections to show danger and also responsive to any displacement of the switch point relative to the stock rail to show danger. the last mentioned phase of the operation being independent of and in nowise all'ected the condition of the switch operating mechanism. In other words, the switch operating mechanism may be intact and in position to close the normal operative circuit for the relay while at the same time through some accident or other the switch point and stock rail have become displaced. In such a contingency the relay wil be short circuited and the signal will show danger. The object in fact is to render the switch signal responsive to any irregularity in the condition of the switch point or switch operating mechanism which might by any possibility endanger the safety of a passing train.

From the diagram it will be seen that the switch point and operating mechanism therefor are included in series with the normal operative circuit, while a shunt circuit is formed by the

contacts

31 and 33 connected to and movable with the switch point and stock rail. Breakage in a majority of cases happens in the switch point rail, this being thin and consequently weak. By having it in series with the operating circuit any breakage of this rail will result in breaking of the operating circuit for the release and the consequent moving of the signals to danger position.

Various changes in the construction and arrangement of the several parts herein shown and described may be employed without departing from the spirit of my invention as disclosed in the appended claims.

Insulated from, but movable with the contact plate 31, and engageable with the contact 33, is a contact member 48, connected by a wire 49 with the rail 24:, so that when the rail switch is thrown to open the siding a cross connection is formed between the opposite rails behind the switch independent of the relay. Therefore any local currents in these rails will not actuate the relay.

Having thus described my invention, what I claim and desire to secure by Letters Patent is 1. In an automatic and switch controlled block signal system for railways, a track ineluding a switch point and a cooperating stock rail, a signal controlling means on one side of the switch electrically connected to the switch point and stock rail, a source of electrical energy connected to the track on the other side of the switch, said stock rail being insulated from the source of energy, switch point throwing means normally electrically connected in series with the switch point and the source of energy and effecting a break in the circuit when the said means is in an incomplete inoperative position, and a shunt circuit switch normally opened and adapted to be closed upon relative movement between the switch point and the stock rail.

2. In an automatic and switch controlled block signal system for railways, a track including a switch point and a cooperating stock rail, signal controlling means, a source of electrical energy, and a switch stand electrically connected in series through the switch point with the signal controlling means and the source of energy whereby the circuit must pass through the working parts of the switch operating mechanism.

8. In an automatic and switch controlled block signal system for railways, in combination with the track rails one of which includes a switch point and a cooperating stock rail, a signal controlling relay on one side of the switch, a source of electrical energy connected to the track rails on the opposite side of the switch and insulated .i'rom the latter and the stock rail, means for operating the switch point electrically connected therewith, an insulated contact adapted to be electrically connected to said means and having electrical connection with the source of electrical energy, and means for locking the switch operating means so as to have the switch point against the stock rail, said locking means being in electrical connection with the switch point and when in its operative position has electrical connection with the insulated contact.

4. In an automatic and switch controlled block signal system, a track including a switch point and a cooperating stock rail, a signal controlling means on one side of the switch, a source of electrical energy connected to the track on the other side of the switch, said stock rail being insulated from the source of energy, switch point throwing means, an electric switch included in an electrical connection around the stock rail, said electric switch comprising spring contacts one of which carries a roller, and a slidable member connected to and slidable by the switch point, said slidable member having a notch in which the roller normally seats and out of which the roller rides for closing the spring contacts upon movement of the switch point from normal position.

5. In an automatic and switch controlled block signal system, a track including a switch point and a cooperating stock rail, a signal controlling means on one side of the switch, a source of electrical energy connected to the track on the other side of the switch, said stock rail being insulated from the source of energy, switch point throwing means, an electric switch included in an electrical connection around the stock rail, and means operable upon movement of the switch point from normal position for closing the electric switch.

6. In an automatic and switch controlled block signal system, a track including a switch point and a cooperating stock rail, a signal controlling means on one side of the switch, a source of electrical energy connected to the track on the other side of the switch, said. stock rail being insulated from the source of energy, switch point throwing means, an electric switch included in an electrical connection around the stock rail, means operable upon movement of the switch point from normal position for closing the electric switch, and a second electric switch also closable with the first switch and connected with the stock rail and the opposite side of the track.

7. In an automatic and switch controlled block signal system for railways, a signal controlling relay, an operating circuit which when closed causes the signal to show clear, and a switch operating mechanism connected in series with said operating circuit.

8. In an automatic and switch controlled block signal system for railways, an operating circuit which when closed causes the signal to show clear, said circuit being formed in part by the rails, said rails including an insulated joint, and electrical connections across said insulated joint including the connecting rod of the switch, the operating mechanism for connecting rod and the switch stand, whereby when the switch is moved to danger position the operating circuit is broken at the switch lever and when any break occurs in the switch operating mechanism said circuit is also broken.

9. In an automatic and switch controlled block signal system for railways, a relay magnet operative when energized to cause the signal to show clear, means responsive to the relative movements between the switch point and stock rail to short circuit the relay to permit the signal to show danger, said means com rising an electric switch normally open when the switch point is in alinenient with the stock rail and connections between said switch point and one terminal of the electric switch and connections between the stock rail and the other terminal of the electric switch whereby when the switch point and stock rail are displaced relatively the terminals of the electric switch are brought into contact.

10. In an automatic and switch controlled block signal system for railways, a rail circuit having the switch stand and operating mechanism connected in series therewith, and contacts between the lever and stand tending normally to separate and held in place by the locking mechanism for the switch lever.

11. In an automatic and switch controlled block signal system for railways, a track including a switch point and a cooperating stock rail, signal controlling means, a source of electrical energy, a switch stand electrically connected in series through the switch point with the signal controlling means and the source of energy whereby the circuit must pass through the working parts of the switch operating mechanism, said switch stand breaking the circuit when the parts are unlocked, and a shunting circuit including a switch connected to the switch point which is closed upon movement of the latter from the stock rail.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

ROBERT P. MONAUGHT.

Witnesses CATHERINE M. BASTIAN, Mrs. VIVIAN D. MONAUGHT.